Valve



May 26, 1925. i 1,539,167

H. DlEL ETl Al.

VALVE Filed Oct.. l, 1919 Patented May 26, 1925. p

I UNITED STATES HUGO DIEL AND JAMES` B. FISHER, F `WA'UKIESHIA, WISCONSIN.'

VALVE v ;Application led October 1, 1.919. SeriaLNc. 327,760.

To all lwhom t mag/concern:

Be it known that we, HUGO DIEL and JAMES B. FISHER, citizens of the United States, residing at Waukesha, in the county of Waukesha and State of Wisconsin, have invented a certain new and useful Improvement in Valves, of which the following is a full, clear, concise,.and exact description, reference being had to the accompanying drawings, forming a part of this specification. Y

Our invention relates to valves.

More specifically, our invention relates to poppet valves for internal `combustion engines, and is primarily concerned with an improved construction of poppet valve provided with rotary propeller means whereby the flow of the fluid past the valve imparts a rotary motion thereto. It will be hereinafter apparent, however. that the essence of the invention is applicable to poppet valves employed in other relations than solely in internal combustion engines, or to valves of other descriptions than the poppet type of valve.

One of the particular advantagesresiding in the rotary construction of poppet valve is the self-grinding action ofthe valve with its seat', which results in the effective grinding of the carbon deposit therefrom. This grinding action follows from the rotative inertia created in the valve by the propelling force of the rapidly moving fluid pass- Y ing through the valve. The impetus of this Huid impinging on the propeller surfaces imparts sufficient rotative energy to the valve to cause it to continue to rotate slightly even as it engages the valve seat, with' a consequent grinding of these surfaces.

Another Icharacteristic of the rotary type of poppet fvalve -is the uniformity of wear of the. valve surfaces and the avoidance of high spots and the like on'these surfaces.

The primary object of our invention is to provide improved means for completely relieving the ploppet valve of the retarding inuence of t e valve spring when the valve is oif yits seat, so as to permit entire freedom o f rotation of the valve under theimpulse of the passing Huid.. n

Anot er object is to provide an improved yconstruction of thrust relieving means for accomplishing the above object, which will v'be applicable to practically any standard design of'internal combustion engine, without modification or addition to either the valve mechanism or to the related design of the engine.

In'order to acquaint those skilled in the art with the manner of constructing and practicing our invention,wve Shall now describe, i-n connection with thevaccompanying drawings, one embodiment of the same.

Figure 1 is a partial sectional. view of an internal combustion engine taken through one of the exhaust valve passages;

Figure 2 is an enlarged sectional view taken on the line 2 2 of Figure 1;

- Figure 3 is a fragmentary sectional view of a modified construction; and

Figure 4 is a fragmentary view of a modilied cpnstruction of thrust collar. Figure 1 illustrates fragmentarily an in-` ternal combustion engine cylinder 5 1n which reciprocates the piston 6. A removable cylinder head 7 covers the top of the cylinder 5 and defines a valve chamber vextending to one side of the cylinder as designated at 8. Operating in the valve chamber 8 are the intake and exhaust valves, only the latter of which is shown. The invention is embodied in both types of valves, being substantiallyiidentioal in e/ach valve.

The exhaust valve 10 is of general oppet formation, having a tapered valve surface 11 seating on a similarly tapered valvel seat 12 formed around the exhaust valve passage 13. Thisexhaust passage has communication with an exhaust manifold 14, as in ordinary internal combustion engine practice.

The valve l0 is provided with a stem 14: which joins the valve head by a flaring portion 15, formed on a relatively long taper. In this tapered head portion are milled a plurality of vane-like fiutes 16, spaced uniformly about the circumference of the head 'v l portion. The relatively long taper 15 disposes the vanes or flutes 16 suicientl below the head ofthe `valve to secure e cient actionby the exhaust gases as they ass downward under 'the valve. 'These milled flutes are inclined to the axis of the stem 14, and, as shown in Figure 2,' consist of an arcuate slot or depression which is cut in the ta er portion 15, preferably by a rotary mi ling cutter. The cutting edge of the millin tool is preferably of right or acute ang e .formation and the tool .isinclned to the surface of the portion v15 so as to cutl a relatively\abrupt wall or surface 17, which inclines shagply to thepei ripheral surface of the portion 15. i The wall 17 forms a propeller surface against which the gases impinge in passing through the valve opening. The bottom of the milling cut is joined with the peripheral surface by a sloping wall or surface 18 which inclines obtusely to the peripheral surface 15. The passing gases have practically no impelling eHect on the obtuse walls 18, so that the impetus of the gases impinging on theY propeller walls 17 produce a rotation of the |valve.

4 The novel construction and relation of the propeller flutes 16 isniade the subjectend of this compression spring bears upon` a novel construction of thrust collar 24, the function of'whic'h is to relieve the valve stem 14 of spring pressure when the valve is raised from its seat. This thrust collar is split into V.two semi-circular collar halves 25 which are machined out to engage over the lower end of the valve stem 14. Adjacent its end, the stem 14 is formed of a reduced shank portion 26, thereby providing an enlarged head 27 on the end of the valve stem, and an upper annular shoulder 28 on the head 27.- The thrust collar sections 25 are formed with small and large bores 29 and 31 for embracing the reduced shank 26 and the head 27. The up'per end of the thrust collar is tapered, as indicated at 32, for bearing the pressure of the compression spring 23. A cup 33, having a tapered bearing extension 34 engaging over the taper 32 of the thrust collar, supports the lower end of the compression spring 23. The spring is confined in the cup 33 by the upturned rim 35. The pressure of the spring 23, acting through the tapered bearing extension 34, retains the thrust collar sections 25 in close embrace about the end of the valve stem 14. The valve stem, however, is arranged to have absolute freedom of rotation on the thrust collar 24 as soon as the valve .is raised. If desired,`the two collar sections 25 may be secured together over the-end. of the valve stem by screws or any other suitable means. From this, .it is to be seen that the valve stem 14 possesses a floating action in so far as .any appreciable force is exerted upon it to retard the rotation thereof. y

The bottom or thrust collar 24 1s closed -down through the crank case 38. At its lower end the tappet carries a pivoted roller 39 which is adapted to be engaged by the cam 41 of the cam shaft 42. The tappet 36 is provided with the usual adjusting screw 43 and lock 'nut 44 for adjusting the clearance between the tappet 36 and thrust collar 24. f l

As in ordinary practice, this tappet screw is so adjusted as to leave a very slight clearance between the tappet 36 and thrust collar 24, as shown in magnified degree in Figure 1. It will, therefore, be apparent that when the valve is on its seat the pressure of j the spring 23 will be transmitted directly to the valve stem through the thrust collar 24 and shoulder 28. Upon raising of the tappet, however, for openingthe valve, the pressure of the spring is instantly transferred directly to the tappet 36 through the thrust collar 24, thereby relieving the valve stem of the pressure of the spring andjpermitting the valve to rotate freely under the impulse of the passing gases. As the exhaust gases are expelled from the cylinder they flow through the valve chamber-8 in a substantially horizontal direction and, thus, have direct action on the propelling flutes 16. The high velocity of these exhaust gases imparts a quick rotative impulse to the valve, which persists until the flow of gas ceases with the closing of the valve. As a result, the valve comes down `into contact with its seat While rotating under considerable inertia, with a consequent grinding action between valve and seat. This grinding action effectively' removes carbon from the valve surfaces, and furthermore obviates high .spots and the like by uniformly distributing the Wear over the entire valve surfaces.

The above described action also occurs in the operation of the intake valve, the upward ow of the mixture impinging on the inclined vanes 16 and thus imparting the rotative impulse to the valve. The inclination of these vanesto the axis of the valve utilizes the high velocity impact of the ascending gases striking the under surface of the valve for assisting in imparting the rotativeimpulse to the valve. The inclination of these propeller vanes is not essential to the rotation of the intake valve, however, as the\horizontal flow of the mixture It is to be noted that in the above de scribed construction, the actual effort of liftl ing the valve occurs between the solid bottom 30 of the thrust collar 24, and the bottom of the enlarged head 27, and not at the upper shoulder formed by the reduced shank 26. This is the preferred arrangement, but in certain situations it is impracticable to extend the thrust collar 24 beyond the end of the valve stem any more than is absolutely required. In such cases the construction of thrust collar shown in Figure 4 is employed. In this form, the collar sections 25 are extended but a slight fraction of an inch below the end of the valve stem, just suiiicient to support the stem out of contact with the tappet 36. With this arrangement the effort ofv raising the valve occurs between the reduced bore 29 and the shoulder 48 on the valve stem 14.

In Figure 3, I have shown a thrust ballbearing 46 interposed between the upper end of the compression spring 23 and the flange 2l of the guide 19'. `A cup-shaped washer 47 confines tlie upper end of the spring on the lower race of the thrust bearing 46.. The

bearing 46 is adapted to permit free rota? tion of the compression spring'23 with the valve stem, in the rotationof the latter, by reducing the thrust friction between the compression spring and its stationary abutment. This modified arrangement may be used in conjunction with the previously described embodiment, or on any construction of internal combustion engine and valve, independently of the above embodiment, for the purpose of permitting free rotation of the 4 poppet valve and spring.

I do not intend to be limited to the details herein shown and described.

I claim:

1. In an internal combustion engine, the combination of av valve passage having a valve seat, a poppet valve seating thereon,

iiutes milled in said valve for rotatingsaid valve under the `impulse of the fluid passing therethrough, a stem for said valve, a tappet.

for raising said valve, a compression spring for closing said valve, a reduced shank portion in. said valve stem, said reduced shank portion forming a head on the end of said valve stem, a thrust collar on the end of said valve stem, said collar comprising two separable collar sections, said collar sections` being bored out with different diameters to engage over said reduced shank portion and over said head, said collar projecting below said valve stem for engagement -by sa1d tappet, and a washer carried by collar for receiving the pressure of sald spring.

2. In anfinternal combustion engine, the,

combination of a valve passage having aA valve seat, a poppet valve seatmg thereon, said poppet va ve comprsmg a valve head, a

valve stem and a tapering portion joining said head and said stem, a plurality of rotary propelling flutes milled in said ta ering portion, a tappet for raising said va ve, a compression spring for closing said valve, a shoulder formed on the end of said valve stem, a split thrust collar. engaging over said stem and having a shoulder co-operating with said first shoulder, said thrust collar projecting below said valve stem for engagement by said tappet, a tapering portion on said thrust collar and a correspondingly tapering cup-washer en aging over the tapering portion of said t rust collar for supporting the lower end of said compression spring. i l

3. In combination, a valve seat, a rotatable poppet valve cooperable therewith, a stem for said valve, means for opening said valve,

collar rotatable upon and secured against movement along said stem, said collar pro,

jecting from said stem for engagement by said valve opening means, a collar for engagement by said valve closing spring, said last collar being mounted upon sald first co1- lar and having a tapered socket cooperable therewith.

4. In combination, a valve seat, a rotatable poppet valve cooperable therewith, a stem for said valve, means yi'tor opening said valve, a springfor closing said valve, a shoulder formed near the end of the valve stem, a split thrust collar en aging over said stem and having a shoulder cooperatin with said rst shoulder, said collar projectin from said stem for engagement by sai valve openingv means, a tapering portion on said collar and a correspondingly tapering cupwasher engaging over the tapering ortion of said collar for engagement by sai valve closing spring. p

5. In an internal combustion engine, the combination of a valve passage having a valve seat, a valve seating thereon and having means for causing rotation of the valve under the impulse of theow of iuid past the valve, a stem for said. valve, a tap et for raising said valve, spring means for c osing said valve, a reduced shank portion in said valve stem, said reduced shank portion forming a head on the end of said valve stem, a splitth'rust collar on the end of said valve stem, said collar being bored out with different diameters to engage oversaid re 

